Apparatus for watering



Deb. 6, 1949 Y J. T. M GARRY 2,490,736

APPARATUS FOR WATERING RAILWAY CARS Filed April 17, 1944 3 Sheets-Sheet 1 (All/EN 7'0 1949 J. T. M GARRY 2,490,736

APPARATUS FOR WATERING RAILWAY CARS Filed/April 17, 1944 :5 Sheets-Sheet 2 a9 36' Fig: 7. 73 56 O 22 ATTORNEY.

Be s, 1949 J. T. MCGARRY 2,490,736

APPARATUS FOR WATERING RAILWAY CARS AT TORNE).

Patented Dec. 6, 1949 APPARATUS FOR 'WATERING RAILWAY CARS John T. McGarry,

Cincinnati, Ohio;

Mary

Frances McGarry executrix of said John T. McGarry, deceased, assignor to Railroad Prod: ucts Company, Cincinnati, Ohio, a corporation of Ohio Application April 1'7, 1944, Serial No. 531,527

3 Claims. 1

My invention relates to apparatus which serves for storing hose in intervals between uses thereof, and for disposing the hose for use, and for re turning the hose to its storage position after use, witha minimum of care, time and labor, and with safety and sanitation. It relates more particularly to apparatus for the care of hose just mentioned, which hose is for supplying potable water from a hydrant at, a railwayv station to containers or tanks in cars stopped at the station.

In the ordinary use and care of hose, the attendants may neglectv to put away the hose after use, leaving it to lie along the station platform, where it is an obstruction to people walking on the platform, with risk of injury, and to trucks and the like which may damage the hose by running over it. In cold weather the hose thus left, undrained, may have the contained water frozen so that the hose cannot be used when next needed, and so that the hose is damaged by the expanding freezin water.

Passenger cars in some cases have the potablewater tankclose up under the roof, while in other cases the tank is under the-floor of the car body. In either kind of case, the tank may be at the side of the car. nextto the platform where the hydrant is located, or'may be at the side remote therefrom. For applying the hose to the tank, therefore, it may be necessary to carry the hose up to the car roof only at the near side, or it may have to be extended to the far side of the roof, or it need be extended to a tank within easy reach at the near side of the car body bottom, or may have to be carried under the car to a tank at the far side of said bottom.

Objects of my invention therefore are to facilitate the handling of the hose into and out of position for use with a minimum of liability of exposure of its ends to contamination, with a better assurance that the hose will be drained after each use, and that it will be stored away off the platform between uses, and that the attendant may apply the hose either to low or high tanks on cars with a high degree of safety to the attendant, especially when applying the hose to the high tanks. Other objects will appear in the course of the following description, illustrated by the accompanying drawings, in which Figure 1 is a plan view of a portion of a station platform and cars therealong, and apparatus embodying my invention in use, with the hose entering a tank at the top of a car;

Fig. 2 is a schematic vertical cross section of part of a car with the apparatus having its hose entering a tank at the top of the car as in Fig. 1;

Fig. 3 is a similar view of a car with the hose entering a tank at the top of the car but at the side thereof remote from the platform where the apparatus is stationed;

Fig. 4 is a fragmentary similar View of a car with the hose entering a tank at the bottom of the car;

Fig. 5 is a vertical frontto-rear section of the cabinet with the apparatus and hydrant, drainage and heating means therein in elevation;

Fig. 6 is a horizontal section of the hydrant faucet on the line 66 of Fig. 5;

Fig. 7 is a plan view of the apparatus on a scale considerably larger than those of the preceding views, parts at rear and front of the apparatus being broken away for lack of space;

Fig. 8 is a rear elevation of the same, parts being in vertical cross section on the line 8-,8 of Fig. '7;

Fig. 9 is a front elevation of the same, parts being in vertical section on line 9-9 of Fig. '1, and rear and front parts being broken away; and

Fig. 10 is a side elevation of the apparatus on the scale of Figs. 7, 8 and 9.

In Fig. 1, along the station platform P are represented a complete car C, part of a like car C at the right, and part of another car C" at the left. The cars C and C are alike in that each has the roof door it next to its side closer to platform P; the other car at the left having such roof door d next to the side remote from platform P, not necessarily due to different construction of the car, as it may be due merely to reverse position of car C in the train. The car C is partly disclosed in Fig. 2, in schematic cross sec: tion, where the receptacle or tank T isindicated as being up next to the car roof with its inlet t accessible when door d is opened. The car C" is disclosed in full schematic cross section in Fig.-

3, where the receptacle or tank T is shown up. next to the car roof with its inlet t accessiblewhen door cl is opened, next to the remote side of car C. The fragmentary showing in sche-. matic cross section in Fig. 4 is sufficient to in.- dicate how a car K has its container or tank R under one side of the body of the car K with its inlet 1" presented upwardly and outwardly for access. Without further illustration it may be understood that such a car K may be so modified,

or may be reversed in the train, so that its underbody tank R may be at the side of the track rcmote from the platform P. Of course, other locations of tanks on cars may occur; but those illustrated are sufficient to clarify the use of apparatus of the character herein concerned.

With the car tanks in any locations on the cars, the practice has been simply to connect a hose to a hydrant, carry the nozzle end of the hose to the tank, and then open the valve of the hydrant after the hose has been inserted into the tank inlet. The operator of course must climb to the car roof to supply a tank located thereat, as are tanks T and T. The arrival of trains to be supplied with water may be so frequent that the attendants are not disposed to drain the hose and coil it off the platform, or even to disconnect it from the hydrant, after each use. Yet there may be intervals between arrivals of trains for watering so long that, if the Weather is cold, the water may freeze in the hose; and in any such cases the hose is left as an obstacle to traffic on the platform for a long interval. Also, the nozzle of the hose is dragged on the platform, and if the hydrant-connection end of the hose is disconnected it also is so dragged; so that the end so dragged picks up contamination from the platform. Even if care is taken to drain and coil the hose, these end to the middle of axle l4 and its front end fixed contaminations can occur.

In the use of my invention, the hydrant may be of the construction in which the water left in the hydrant riser is automatically drained upon its closure; well known types of which have the drainage to a sewer from the riser, permitting the hose, still connected, to be drained also to the sewer. Or hydrants of other types, in which only the riser is drained, with the hose being drained to a separate connection with a sewer ture and location, I prefer herein a hydrant with a simple riser pipe I, understood to lead from a water main or other source of water supply, and having a faucet 2 under which is a basin 3 understood to discharge through its pipe 4 to a sewer or any other suitable means for disposing of waste water. To guard against freezing of such a hydrant, as well as to house my improved apparatus, a cabinet 5, indicated in horizontal section in Fig. l and in more detail on a larger scale in vertical front-to-rear section in Fig. 5, is mounted on platform P, preferably next to one of the posts p of the station shed, seen also in section. Heating means, as steam pipes 6, understood as being supplied from the station heating plant, are arranged along opposite side walls of the cabinet 5, interiorly thereof; and the hydrant is contained in the rear part of the cabinet. This cabinet 5 has at its front a door 1 with a lock 1 as in Fig. l.

The hydrant faucet 2 here shown has a plug 8 with a handle 9, and has the front spout threaded for hose connection, and has the lateral spot I I. The plug 8 has the diametral port I2 and the radial port I3 which leads out from one side of the diametral port, as in Fig. 6. There, port I2 is connecting riser pipe I with front rose-connection spout I 0, and radial port I3 is closed by the faucet wall. If plug 8 is turned 90 degrees to the right as indicated by the arrow, port I2 will register one end with lateral spout II and will have its opposite end closed by the faucet wall, and radial port I3 will register with the front of spout I0. If plug 8 is turned 90 degrees to the left this opposite end of port I2 will register with lateral spout I I, the first mentioned end will be closed by the faucet wall, and the of yoke I8.

' set screw 35'.

radial port I3 will register with the port from riser pipe I.

Thus water may pass from pipe I to a hose connected to spout I0, as shown; or with the second position the hydrant is closed and water may be drained from the connected hose through lateral spout I! to basin 3; or with the third position described, water may be withdrawn from riser I through lateral spout II for other uses, the hose, remaining connected to the front of spout I I], being closed by the plug.

The carrier comprises a frame made up of a rear axle I4 fixed through the lower end parts of forwardly inclined uprights I5, from respective ones of which extend forward left and right side members I6 and I! at the upper ends of the uprights I5. The front end parts of these side members I6 and I! have fixed to them the upper ends of upstanding end parts of a front yoke I8, the transverse body part of which slopes downwardly from its end parts to the middle in a plane inclined downwardly and forwardly and comprises a swivel head I9 forming the junction of the two sections of which the yoke is made. Completing this frame is a brace with its rear end fixed to swivel head I9 just below yoke I8. Preferably all of the just mentioned parts of this frame are tubular, as of usual pipe, and their joints ,are made, except at swivel head I9, by fittings such as usual pipe fittings. Wheels 2I of ample head I9, above which the shank has a head 24 and below which the top of fork 22 has a swivel bearing on the bottom of head I9. This fork 22 straddles a single front wheel 25, somewhat smaller than the rear wheels 2|, with a pin 25 through the fork members on which wheel 25 turns. The top of the fork 22 has forwardly extending ears 26 between which is the lower end part of a tongue 21 with a pin 28 through the ears and tongue. A clip 29 on the upper part of the front of swivel head I9 has spring members between which the tongue 2'! is gripped when it is in upright position, out of use.

One side member I! is essentially tubular as a conduit from the rear nipple 30 that projects 'toward the middle of the device from the junction of this side member I! and the adjacent upright I5 to the front nipple 3I that projects toward said middle from the junction of this side member I? with the adjacent upstanding end part Upright I5 and the parts of yoke I8 being tubular, they have plugs 32 and 33, respectively, to prevent fiow from the nipple and conduit assembly just described to the interior portions of the frame. The junction of the opposite upright I5 and side member I 6 forms a bearing for a stub shaft 34 which projects from this bearing in toward the middle of the device and also projects outward laterally from the bearing, with a sprocket pinion 35 fixed on it by a Below this is a sprocket wheel 35 fixed concentrically to the rear wheel 2I at that side; and a. sprocket chain 3'! runs around this sprocket wheel 36 and the pinion 35. In the junction between this side member I 6 and the side part of the yoke I8, at the front, a stud shaft 38 is fixed by a set screw 39, and this shaft projects inward toward the middle of the device.

The rear main rail is made of a-tubular core 75 40 of ample diameter, and end flange disks 4I and 42, whichareannular and. are fixedto-the respective ends: of core with their. interior diameters registeringswith the interior: diameter.

ofthe core. Anendmember 43- of pulley shapehas itshubfixedonistub shaft 34 by aset screw 44-, and-.has its rim fixed in. the adjacent end. of. the reel core 40 and in the. adjacent fiangedisk 41, reinforcing the junction. of these parts. At the opposite end of. the reel afiowhead comprises ahub. part 45' embracing th rear nipple.

30- with a gland 46 screwed. into it around the nipple-fromthe exterior, to. compress packing 41.-

around -the nipple. The flowv head also comprises a pulley shaped inner and part. 48 that fits. in

and is-secured to the interior of the reel core 40,. and-has an outer flange-fitting into the interior ofthe adjacent fiangedisk 42; these parts forming additional junction-of the coreand this disk.

42. The middle. part of this: flow head contains aport 58 leading from the center of the reel,

where the rear nipple 30 opens into the port,,

radially outward with an offset toward the reel end, into an elbow 5|- on the exterior of the reel nipple 30; The-flow head is countersunk in itsend to admit the rim of gland 46.

The-reel thus turns on rear nipple 30 and with stub'shaft- 34, being driven by this stub shaft 34- incident to travel of the apparatus as a whole, through. the action of the sprocket connection comprising chain 31; and its direction of rotation will be whichever'is the direction of rotation of the rear wheel 2!, accordingly as the apparatus travels forwardly or backwardly. Ihe main hose 53 has its discharge end secured in and connecting with the-interior of elbow 5|. It has its inlet end connected to the hydrant spout H) by ausual hose coupling 543.5 in Fig. 5.

This hose 53 has any length to extend from the hydrant close to the part of any car of a. train where discharge ofthe water is tobe made, when the train is stopped along the platform P, as understood from Fig. l. The ratio of the-reeldriving sprocket members 35- and 36 preferably ismade so that the linear speed of offwinding or onwinding of hose 53 in the inner layer of winding on the reel is substantially equal to the linear speed of travel of the apparatus as-a whole,

forward or backward, respectively. consequent- 1y, theouter layer of hose 53, first unwound, will have some slack as, in its greater diameter of coil its linear speed will be greater than that of the apparatus as a whole. This is indicated by the serpentine disposition of hose 53 at S in Fig. I. If this part of the hose is left with this slack, it will wind onto the reel on return of theapparatus without excessive pulling on its connection to the hydrant at coupling 54.

The secondary reel; as in Fig. 9, is somewhat axially shorter and of slightly less core diameter than the main reel above described; but its con.-

' struction is similar. Thus it has the tubular core 55 and the end flange disks 56 and 51. One endflange disk 56 has the outwardly projected rather. large hub 58 which turns on the stud shaft 38. At the other endof this secondary reel a flow head comprises a hub 59 embracing the forward nipple 3| with a gland 60 and packing 6!; com-- prising an outer flange 62 by which it is secured to the reel end flange, and an inner pulley shaped end part 63 held to the interior of core 55. Be-

. the reel on nipple 34$.

tween. these.isithesporta-tkleading; from ithe center of the reel, where nipple opensintoithe ports.

-. end disk 57 has-fixed to it, coaxial-with thereel,

the ratchet gear ring, G6, on the-outer side-of the disk. In-a lug-.onithisiringis a set screw 61 to engage. the: periphery of: the gland 50 to fix. it in packing adjustment. though turning with; The. secondary hose 68;. which is made long enough to-reachfrom the. secondary reel upto the roof: of and across the. roof of a car as indicated in.Fig,. 3,- has its inlet. end secured-in the elbow 65'and communicating with the interior of the-elbow. At itsdischarging end, this secondary hose 68 has. the nozzle 69 which is providedwitha.valve-opened by pressing. a: handle 10; as is.wellknown in nozzle valves.- The. hose. 68-is projected for use from under the reel; and when this hose is fully wound onto the reel the hose 68, next to itsnozzle 69, is held between clips 'il fixed on the frame yoke 18, as best seenin Figs. 9 and 10. The secondary reelis large enough to hold this shorter secondary hose. 68in one layer of coils, preferably,,as shown.

. .means to fix.- the cylinder.. Inside this cylinder 12 is a fiat convoluted. spring 15,- like a clock spring, with its inner endpart slotted and straddling a stud 16 in. thereel hub 58 and its outer end part fixed to the cylinder shell by fastenings. 17. The direction of coiling: of this spring is such that it is wound. the more tightly as the hose 68 is unwoundf-ronr the reel; and then will. act. to rewind the hose BBonto the reel. Thus the. operator may carry the nozzle end of the hose up onto a car andtherebywind up the spring, and when he isto return the hose down from the roof, the hose will. be rewound: as rapidly as he returns. But as the spring. 15 must be rather strong, there is danger: that,.ifthe operator does not at all times when inthe precarious position in climbing and in. using the hose on the car roof, give great attention to holding the hose against the spring. force he may be pulled over,. to lose his balance and fall, possibly from the roof. This would occur should he not react so promptly as to release his grasp of the hose in such emergency; and if. he did, with safety to himself, release the hose, it would be rewound promiscuously with its nozzle. flying about, with possible injury to-- the nozzle or surrounding ob jects, and adherence of pollution to the nozzle from objects whichzit would strike.

So that the operator may at all times have control of the rewinding. action, means is provided, as here exemplified, whereby the hose 68 itself serves as the medium through which theoperator may control the reel mechanism at all stages of unwinding and rewinding of the hose. Two swinging arms 1-8 and 19 have their upper end parts pivoted to collars and 8|, fixed around the side members It and l! of the frame, at 82 and 83, respectively. A cross bar 84 extends fromarm to arm and is fixed to the arms, making, with them, a. swinging frame, which is- -;located to the rear of. the secondary reel to swing between the respective collars and the adjacent end parts of the reel mechanism. A roller 85 extends from arm to arm below the reel, with journal pins 85' in the lower end parts of the respective arms 78 and 19. The secondary hose 68 extends down ofi of the rear side of the reel between it and cross bar 84, under roller 85 and then forward over yoke 18, as most clearly seen in Fig. 10. Swinging of the frame thus may be determined by the operator manipulating the hose; and the arm 79 of this frame, at the end of the reel that has on it the ratchet ring 66, has a pawl 86 on the fulcrum Bl on arm 19, which pawl has a rear arm 88 pressed by a spring 89 on arm T9 to force pawl 86 against the ratchet teeth of ring 66. To limit the movement of this pawl toward the teeth a stop lug 19' projects from arm 19. This arm 19 has a top finger 90 extended backward from its fulcrum 83, compressing a spring 9! to the top of the arm mounting collar 8|, so that this spring 9| tends to swing arm 79 and its pawl 85 away from ring 66 so that pawl 86 cannot engage the ring teeth. But as second ary hose 68 is unwound against the force of rewinding spring 75, and is wound onto the reel by the action of this spring 75 against the holding force of the operator, the hose, in either case, will be under tension. As it passes under the roller 85 on the arms 18 and 19, the hose thus will overcome the pawl-withdrawal spring 9! and swing the assembly forward so that pawl 85 coacts with the ratchet teeth of ring 66. Thus when unwinding, pawl 86 will click over the ratchet teeth ready to stop rewinding rotation of the reel by engagment with the last tooth it passed over, pon ny slackening of the hose 68.

In rewinding, at any time the operator yields the hose 63 faster than the spring 15 is acting to rewind the hose, to such extent that the pawlwithdrawal sprin 9| can. act, by the hose becoming slack where it passes around roller 85, to withdraw pawl 85 from the teeth of ring 66, the reel pring 15 will be free to wind hose 68 onto the reel. This freedom will exist only as long as the operator yields the hose in the manner to allow it, as just described. As soon as he again resists the rewinding, hose 68 again becomes taut around roller 85 so that the force of the reel spring 15 can again swing the arms 18 and 79 to bring the pawl 86 into stopping engagement with the teeth of ring 66. The operator thus can enforce a stepby-step operation with each turning of the re- Winding reel amounting in degree only to that of a very few teeth of ring 66. It thus will be seen that the rewinding is effected by alternate yielding and holding of the hose 68 by the operator who is grasping the hose, so that the rewinding reel at no times gains such speed as to be beyond the alertness of the operator. Should he, by any awkwardnes, lose this control of the hose, by wrong disposition of his body for instance, yet fail to cease holding the hose, the first slight degree of action of the hose, under the pull of reel spring 15, yet resisted by the operator still grasping the hose, will result in the hose becoming taut enough to set the pawl 86 to the ratchet teeth and quickly stop the rewinding before the operator has been pulled far enough to be in danger. Should he happen to release the hose while any considerable extent of it is unwound, the inertia of the hose and its friction on parts, such as the car roof, supporting it, will Of course dropping the hose nozzle to an un-' clean surface may pollute it, but by the action just described the hose will be prevented from being rewound rapidly and promiscuously with its nozzle flying about, thus avoiding the bad results of such uncontrolled Operation before described. In the rewinding, controlled as described, the operator can dispose the hose so that it will be wound sufiiciently regularly onto the reel. It will be understood also that the rewinding of main hose 53 may be guided sufliciently by the operator guiding the travel of the apparatus in its return toward the hydrant, as he will quickly learn. It is desirable to avoid mechanism to guide rewinding of the hose onto either reel; though use of any such mechanism will be understood as not being outside the scope of my invention. The remarks as to safety in rewinding, due to the pawl and ratchet control means, above, also apply to safety in unwinding, because then the secondary hose B8 always will be kept taut by the resistance of reel spring 15 and will hold the pawl and ratchet means in operative relation to check immediately any rewinding movement of hose 68.

Of course the operator must keep the hose 63 under tension sufiicient to cause locking by the pawl and ratchet device while he is applying the nozzle 69 in the tank inlet. But this needed :pull is slight compared with that which is required to resist the direct pull of the reel rewindin spring 75 in absence of the ratchet or other braking means. Also, the operator will quickly learn to catch the nozzle 69 in the tank inlet opening t or r and easily hold it in this caught condition as he holds open the nozzle valve, so that the resistance to rewinding is positive and not dependent on any special alertness of the operator. In filling tanks at the bottom of cars, as tank R on car K in Fig. 4, when the tanks are at the side where the hydrant is located, the dangers to be avoided by the provisions just described are slight, but such as the may be, those provisions then also have their above described advantages. Tension on the hose 68 has been mentioned as the factor in applying the pawl 86 to the teeth; but it also is noted that the stifiness of the hose also enters into this action, as will be the case when but a small extent of hose 58 is unwound in supplying a low tank, as tank R in Fig. 4.

If a car, as car K of Fig. 4, has its tank R on its side remote from the hydrant, the secondary hose 68 is carried under the car. In such case, there is liability of the operator to be awkward in almost crawling under the car, so that here the control of rewinding, above described, has much value for convenience and safety of the operator. Also, release of the hose by him, under the car, in absence of such control, allowing the nozzle to fiy about, results in much contamination from substances on the bottom structure of the car and on the track. Ihe provision therefore is here especially valuable in guarding against contamination of the hose nozzle, from which the impurities would mingle with the supplied water.

While allowing the secondary hose 68 to rewind, it may be allowed to drain through its nozzle 69, held open, while the faucet 2 is open to the hoses 53 and 68 through its side spout H,

for a vent. But it is not easy to drain the primary hose 53 in this manner. When this hose is extended it also is full of water, and as a matter of common knowledge, any hose so filled cannot easily be wound upon a reel without relieving the increase of pressure therein resulting from reduction of the capacity of the hose occurring incident to the reeling operation.

To relieve hose 53 of this extra water while it is wound onto the reel, there is as shown in Fig. 8 a reservoir 92, which is as there shown within hollow core 40 of the reel, with an opening 93 in its right end communicating with the how head port 59. This reservoir is a cylinder and has slidable in it the plunger 94 having a rod 95 extending to the left through and guided in a cross piece 99 fixed to the cylinder walls. The left end of rod has on t t'ie disk 9'! compressing a helical spring 95 against the closed left end of cylinder or reservoir 92. This spring 98 is compressed as water enters through pen ing 93 from hose 53 due to the reduction of capacity of .this hose as above described; and as the hose 53 is unwound the spring forces the Water through opening 83 into hose 53 as this hose resumes its circular cross section.

In Fig. is shown a. pipe 99 near the front of the cabinet 5, understood to lead from a source of compressed air, steam or the like, up from the ground. On its top end is a flaring nozzle across which is a diaphragm I90 with an opening l 91 smaller than the diameter of the end part of nozzl 59; the of rubber or the like, to distend and make tight connection with nozzle 59.. When this connection is made, opening of valve H32 in pipe 99 allows blowing the water from both hoses 53 and 58 through lateral nozzle spout l l with plug 8 properly set.

It is not essential to drain the water from the hoses 53 and 58, however, when they are stored in the heated cabinet 5. Or, if thorough drainage is desired, without the air, steam or the like being available, either hose 53 or 58, especially the former, or both hoses, may be drained in the usual manner by lifting successive sections; nozzle 89 being held open for hose 88, and lateral spout l i being left open, with the hydrant closed. In any such consideration it is to be kept in mind that the stop of a train for being watered is not very long, and convenience, rapidit of working and safety are important. My improvement permits such advantages to be attained with avoidance of contamination as well.

It is to be understood that various modifications and changes may be made in the structural details of the device, within the scope of the appended claims, without departing from the spirit of the invention.

What I claim as new and desire to secure by Letters Patent is:

1. Apparatus of the character described, comprising a reel, a hose connected to said reel to be wound onto or unwound from said reel, and liquidstorage means including a chamber within the reel in fluid communicating relationship with the hose for receiving liquid from said. hose as it is wound onto the reel, and yielding means in the chamber operative to store energy from action of the entering liquid, and to use the stored energy to expel the stored liquid into said hose as the hose is unwound from the reel.

2. In apparatus of the character described, a hose, a reel onto and from which said hose is wound, a mounting for said reel, disengageable ratchet members on the reel and on the mounting, respectively, adapted when retentively engaging each other to prevent hose-winding rotation of said reel, means controlled by the hose when partly unwound, to disengage said members from each other or cause their engagement with each other, said means being so operatively related to said ratchet members and said hose that a tightening of said hose engages the ratchet members together for preventing on-winding rotation of the reel, and loosenin of said hose provides that said means act to disengage said ratchet members from each other to allow the on-winding rotation of the reel.

3. In apparatus of the character described, a hose, a reel onto and from which said hose is wound, a mounting for said reel, disengageable ratchet members on the reel and on the mountmg, respectively, adapted when retentively engaging each other to prevent hose winding rotation of said reel, means controlled by the hose when partly unwound to disengage said members from each other or cause their engagement with each other, said means being so operatively related to said ratchet members and said hose that a tightening of said hose engages the ratchet members together for preventing on-winding rotation of the reel, and loosening of said hose provides that said means act to disengage said ratchet members from each other to allow the on-winding rotation of the reel, the means controlled by the hose comprising a roller extending along the reel axis, around which and along which roller the hose travels in unwindin from or winding onto the reel in axially succeeding convolutions.

JOHN T. MCGARRY.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 184,956 Delaney Dec. 5, 1876 330,853 Rosenfield Nov. 17, 1885 538,950 Casson May 7, 1895 561,229 Kern et al June 2, 1896 894,898 Owen Aug. 4, 1908 1,165,277 Munson Dec. 21, 1915 1,384,645 Sullivan July 12, 1921 1,489.664 Dowrelio Apr. 8, 1924 1,537,637 Jarvis May 12, 1925 2,070,196 Black Feb. 9, 1937 2,312,528 Davis Mar. 2, 1943 2,339,308 Waugh Jan. 18, 1944 FOREIGN PATENTS Number Country Date 17,831 Great Britain of 1897 

